Railway-crossing.



A. J. OWENS.

RAILWAY GRGSSING.

APPLICATION FILED JULY 22, 1913. BENEWED JUNE 25, 1914.

l 1 26,559. Patented Jan. 26, 1915.

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A. J. OWENS.

RAILWAYJROSSING. APPLICATION FILED JULY 22, 1913. RENEWBD JUNE 25, 1914. 1,126,559. Patented Jan. 26, 1915.

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A. J. OWENS. RAILWAY CROSSING. APPLICATION FILED IULY 2z, 1913. RBNBWBD JUNE 25, 1914.

1,126,559, Patented Ja11.26,1915.

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ALBERT JAMES OWENS, 0F CHATHAM, ONTARIO, CANADA.

RAILWAY-CROSSING.

Specification of Letters Patent.

Patented Jan. 26, i915.

Application filed July 22, 1913, Serial No. 780,607. Renewed .Tune 25, 1914. Serial No. 847,334.

To all whom t may concern.'

Be it known that I, ALBERT J. OWENS, a citizen of Canada, residing at Chatham, in the Province of Ontario and Dominion of Canada, have invented new and useful Improvements in Railway-Crossings, of which the following is a specification.

The present invention relates to improvements in railway crossings.

ln carrying out my invention I propose to construct a railway crossing whereby the rails of what may be termed the main line or track or that line subjected to the greater amount of traffic will not be out or depressed to accommodate the iianges of the wheels of the rolling stock or cross line, so that the said main lines retain their normal strength throughout and will not be subjected to breakage or disalinement, while to accommodate the rolling stock of the side line l provide pivoted short or bridging rails which are adapted to be swung over the main rails and to have their ends rest upon the main rails, the bridging rails elevating the rolling stock so that their wheel flanges will be raised above the main rails without contacting therewith.

-With the above and other objects in view, the improvement resides in the construction, combination and arrangement of parts set forth in the following specification and falling within the scope of the appended claims.

The essential features of the invention involved in carrying out my objects are necessarily susceptible of embodiment in various forms of construction without departing from the scope of the invention, but certain and practical embodiments are exempliiied by the accompanying drawings, in which:

Figure l is a top plan view of the improvement, the dotted lines indicating the position of the bridge rails when the main line is in use, Fig. 2 is an enlarged sectional view taken on the line 2-2 of Fig. l, Fig. 3 is a horizontal sectional view on the line 3 3 of Fig. 2, Fig. i is an enlarged sectional view taken approximately on the line -Ll of Fig. l, Fig. 5 is a perspective view of the end of a rail employed upon the cross line, Fig. 6 is a sectional view on the line 6 6 of Fig. 1, Fig. 7 is a plan view of a railway crossing constructed in accordance with the present invention, and in which the main and cross lines are arranged at an angle other than a right angle to each other, the dotted lines illustrating the position of the bridging rails when the rolling stock is traveling over the crossing at the cross line, Fig. 8 is an enlarged sectional view on the line 8-8 of Fig. 7, and Fig. 9 is a detail view illustrating a manner in which the bridge rails may be halted when in proper register with the rails of the cross line.

Referring now to the drawings in detail, A designates the main line of a railway system and B the cross line. The rails R of the main line and R of the cross line rest upon and are secured to ties T. The rails R at the crossing are continued unbroken, but the rails R of the cross line B terminate adjacent to the opposite sides of said main rails R. The rails R have their ends gradually curved in an upward direction, so that the heads of the said rails are elevated above the heads of the rails R a distance approximately equaling the thickness of the heads of the rails. rlhe ends of the rails of the cross line are curved slowly and gracefully, so that the wheels of the rolling stock thereon will be delivered to the bridge rails, presently to be described, without shock or jar, or injury to the said bridge rails. The ends of the rails R have their heads terminating a suitable distance from their webs, and the upper edges of their webs projecting in a plane parallel to that of the heads of the rails R, the ends of the webs being disposed at an angle downwardly and outwardly as indicated by the numeral l, to their connection with their base flanges 2. The base flanges 2 of the rails R are disposed directly over the outer base flanges of the main rails R, and suitable blocks 3 may be provided upon the said outer flanges of the rails R which serve as a rest for the base iianges '9. of the rails R and which materially assist in retaining the said ends of the rails R in proper position with relation to the rails of the main line. rlhe ends of the cross line rails are further provided with anchor gage rods 4 which have their outer ends bent to provide lips 5 that engage with the outer iianges of the ends of the rails R, and the gage anchors are secured in any desired manner to the ties T of the main line at the crossing. As has been stated, the upwardly curved ends of the rails R of the cross line are slow and gentle and the heads of the rails at their terminals are almost, if not horizontally straight, and the ends of the said heads, which may be designated by the numerals 6 may be and preferably are arranged angular to contact with the angularpends of the heads 7 of the bridge rails 8. The bridge rails have their bodies preferably of the ordinary construction, comprising the usual head, base flange and connecting web, and the heads 7 of each of the bridge rails 8 extend a suitable distance beyond the terminals of its web and base flange, the projecting heads resting upon the heads of the main line and having their ends register in alinement with the heads of the rails R of the cross line when the said bridge members are rotated to permit of the rolling stock of the cross line passing over the main line.

The roadbed at the crossing is provided centrally of the bridge rails with concrete or similar piers 9, the upper faces of which are flush with the roadbed, and the upper portions of each of the piers is preferably rounded, as at 10, while the lower portions are flared outwardly, as at 11. The enlarged base portions form effective means for retaining the piers firmly within the roadbed, and the piers are preferably provided with longitudinally extending sides or arms 12 which extend in opposite directions and have their faces flush with the face of the pier proper and which extending transversely of the rails R underlie and support the same at these points, as well as forming rests for the upwardly curved base flanges of the ends of the rails R. The piers have embedded therein flanged bearing members 13, the said bearing members having heads 14 which rest upon the upper faces of the piers and being provided with substantially cone-shaped body portions 15 which are embedded within the piers. The heads are provided with a plurality of openings through which pass headed rod or bolt members 16, the said bolt members having their lower ends securely connected to anchors 17 which are also embedded within the piers 9. The members 13 are each provided with two spaced angular depressions 18 each of which being surrounded by an angular flange 19, and each of the openings is adapted to receive a rounded stud 20 provided upon the underface of a flanged bearing member 21, the flanges of the said members surrounding and contacting with the flanges 19 provided upon the head 14. rlhe bearing members, in the present instance, are in the nature of wheels, each of which having co-acting bevel teeth 21', the said teeth being arranged upon approximately one-half of each of the wheels, and each of said toothed members 21 is secured in any desired or preferred manner to the bridge rails 7. It will be noted that two of' the bridge rails are employed for spanning the rails R to form the bridge between each pair of alining cross rails R. vIt will thus be noted that each bridge rail 7 comprises a pair of pivoted rail members, and two of the opposite members of each of the bridge rails have their inner faces provided with eyes 22 for the reception of the offset ends of links 23. rlfhe links have their 'free ends pivotally connected, as at 24, to a rod 25 which in turn is pivotally connected to one of the arms of a bell crank lever 26, the second arm of the bell crank lever being pivotally connected with an operating rod 27 that runs to a suitable tower or switch stand and is connected with suitable mechanism (not shown) whereby the said rod may be operated. When the rod is pulled in one direction, it will be noted that the hinge members of the bridge rails will be swung inwardly between the main rails, and that when the said rod 22 is operated in an opposite direction, the bridge rails will span the space between the alining cross rails and bring their projecting heads to rest upon the heads of the main rails, and the webs of the cross rails into contacting alinement with the ends of the heads of said cross rails. When the rails of the main and cross lines are` arranged at an angle other than a right angle, l have found that a single bridge rail 7 for each pair of alining cross rails may be employed with efficiency. These rails 7 have both their ends provided with heads which project beyond their webs and base flanges and which, when spanning the main rails are adapted to rest upon the said main rails and upon the projecting webs of the rails of the cross line. The pier 10 is substantially similar to that previously described, and each of the bridge rails 7 has its base fiange centrally provided with a bearing member or turntable l 50 which is provided with a rounded stud 51 that is received within an annular opening 52 of a metallic member which is embedded within the plastic pier and which is substantially similar to the member 111. The webs of the bridge rails 7 have their inner faces adjacent their ends provided with eyes 53 to which are pivotally connected rods 511, and the outer face of the web of one of the bridge rails 7, adjacent the end of said bridge rail, is provided with an eye 55 to which is connected a link 56 which in turn is pivotallyl connected with one of the arms of a bell crank lever, the said bell crank lever having an operating rod 58 similar to the rod 22 and operated in substantially the same manner.

It is to be understood thatthe bridge rails are adapted to be swung only in one direction; that is, when the said rails may be swung to the .position designated by the dotted lines in Fig. 7, and to prevent the said rails swinging beyond proper alinement with the opposite ends of the rails of the cross track, I provide the inner faces of the webs of the rails of the main line with stop members 59, the said stop members being so arranged as to contact with the opposite faces of the web at the ends of the bridge rails.

From the above description, taken in connection with the accompanying drawings, the simplicity of the device as well as the advantages thereof will, it is thought, be perfectly apparent to those skilled in the art to which such inventions appertain without further detailed description.

Having thus described the invention, what I claim is:

l. In a railway crossing, a continuous main line, cross rails having their ends terminating adjacent the opposite sides of the main line, piers having their central portions deposited within the roadbed between the main rails and being provided with side extensions upon which both the main rails and the ends of the cross rails rest, bearing members anchored within the piers, bridge rails having pivots disposed within the bearings, means for swinging the bridge rails across the main rails into register with the cross rails, said means also adapted to swing the bridge rails between the main rails.

2. in a railway crossing, main rails and cross rails, said cross rails having their ends curved upwardly, their base members and heads extending beyond their heads, their base iianges arranged over the base flanges of the main rails, blocks between the said base flanges, a gage member anchored between the ends of the cross rails and underlying the said cross rails and having their ends formed with lips which engage with the outer flanges of the said cross rails, pivoted bridge rails between the main rails, said bridge rails having their ends provided with extending heads, means for swinging the bridge rails to have their extending heads rest upon the heads of the main rails and upon the extending webs of the cross rails and their heads in register with the heads of the cross rails, and means for normally sustaining the bridge rails in such position.

3. In a railway crossing, cross rails having their` ends elevated to project their heads above the heads of the main rails and the ends of the cross rails terminating adjacent the opposite outer sides of the main rail, supporting means for the elevated ends of the cross rails, a gage anchor connected with the said ends of the cross rails, bridge rails pivotally mounted in bearings between the main rails, said bridge rails having extending heads, the bridge rails being arranged in pairs and having their pivot members provided with wheels having a portion of their peripheries formed with co-acting teeth, means for simultaneously swinging the bridge rails between the main rails, and said means adapted to also simultaneously swing the bridge rails to bring their extending heads over the heads of the main rails and into alinement with the heads of the cross rails.

4L. A railway crossing having plastic piers embedded between its main rails, the said piers having cone-shaped bottoms and having side projections which are arranged to receive the main rails and the ends of the cross rails, the said cross rails having their ends terminating at the outer sides of the main rails, the upper faces of the piers being iush with the roadbed, anchor members embedded within the piers, bearing members having cone-shaped bodies also embedded within the piers and the heads of the members being elevated above the piers, connections between the headed members and the anchor members, said head members having annular openings which are surrounded by annular flanges, bridge rails arranged between the main rails, said bridge rails having annular flange members secured to their base flanges which are provided with studs that are adapted to be received within the openings of the headed member and to overlie the annular flanges of the said headed members, and means for swinging the bridge rails across the tracks of the main rails to bring the said bridge rails into registering alinement with the ends of the cross rails.

In testimony whereof I aiiix my signature in presence of two witnesses.

ALBERT JAMES OWENS.

Vitnesses:

NELLIE CUMMING, Gro. T. OWENS.

CopiesL of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

